Automatic motive fluid cut-off



June 14,-.1960 J. c. LEARY AUTOMATIC MOTIVE FLUID CUT-OFF 8 Sheets-Shea? 1 Filed March 16, 1959 INVIZNTOR. JOSEPH G LEfiRY qLMmmkw ATTORNEY June 14, 196% J. c. LEARY mwiwrzc MOTIVE FLUID CUT-OFF 8 Sheets-Sheet 2 Filed March 16, 1959 INVENTOR.

JOSEPH C. LEQRY ATTORNEY June 14;, 1960 Filed March 16, 1959 LEARY AUTOMATIC MC'TIVE FLUID CUT-OFF 8 Sheets-Sheet 3 INVENT OR. J O SEPH C LEARY AWQRM ATTO auzv June 14, 19 60 J. c. LEARY AUTOMATIC MOTIVE FLUID CUT-OFF 8 Sheets-Sheet 4 Filed March 16, 1959 INVENTOR.

JOSEPH c. LEARY BY ATTORNEY I 311118 ,1 J. c. LEARY 2,940,331

AUTOMATIC MOTIVE FLUID CUT-OFF Filed March 16, 1959 8 Sheets-Sheet 5 I22 l2! w I I20 I00 I02 i i'5' iig fjjjgjiiiij INVENTOR. JOSEPH c. LEAR! ALAEM ATTORNEY June 14, 1960 J. c. LEARY 2,940,331

AUTOMATIC MOTIVE FLUID CUT-OFF Filed March 16, 1959 8 Sheets-Sheet 6 INVENTOR.

JOSEPH C. LEARY \smwBm ATTORNEY June 14, 1960 J. c. LEARY AUTOMATIC MOTIVE FLUID CUT-OFF 8 Sheets-Sheet '7 Filed March 16, 1959 INVENTOR.

JOSEPH C. LE-ARY J Q B M ATTORNEY June 14, 1960 J. c. LEARY Auwmzc MOTIv'E FLUID CUT-OFF 8 Sheets-Sheet 8 Filed March 16, 1959 I N V E NTOR.

JOSEPH C. LEARY Am xm Dill- ATTORNEY United States Patent AUTOMATIC MOTIVE FLUID CUT-OFF Joseph C. Leary, P.O. Box 13, Greenfield, Ind.

Filed Mar. 16, 1959, Ser. No. 799,516

27 Claims. (Cl. 74-472) The problem of air pollution by the discharge of unburned or partially-oxidized hydrocarbons from the en.- gines of automotive vehicles has, for a number of years, been a matter of deep concern to officials and others charged with the maintenance of public health. It has long been recognized that the rate of such discharge is tremendously increased during periods of declaration of such vehicles, when the throttle valve of an engine is in or near idling position so that the mixture in the combustion chambers is too rich for proper ignition. At least as early as September of 1955, in an article appearing in the then current issue of California-Magazine of the Pacific, it was suggested that an effective improvement in the condition under consideration could be attained through the medium of a device which would completely cut oil the flow of gasoline to an engine when thethrottle is in or near idlingposition; but in spite of that published suggestion and in spite of the efforts of the automotive industry to find a solution to the problem of excessive air pollution during decelerating periods'in the operation of automotive vehicles, no commercially successful device of the character so suggested has made its appearance on the market.

The problem has its individual application as well as its relation to public health in general. Many types of automotive vehiclesnow on the market are provided-with special tail pipes, turned upwardly or to one side'at their exit ends in an attempt to blow theexhaust gases away from the region of turbulence which is created behind the vehicle as the vehicle moves, since otherwise those gases tend to overtake the vehicle and to enter its body, there to accumulate in quantities and concentrations critically dangerous to the occupants.

It is a primary object of the present invention, then, to provide means and mechanism to accomplish, in a commercially-satisfactory manner, the above-suggested cure for the problem of excessive discharge of objectionable hydrocarbons. from the engines of, automotive vehicles during periods of deceleration. The term deceleration, as used herein, is to be interpreted in its broader sense to refer to a condition in-which vehicle momentum is tending to dn've the engine; that is, in which the engine is not tending to drive the vehicle;

Since I, believe that one reason for the failure ofthe art heretofore to find a satisfactory solution for that problem lies in the fact that, iffuel-ingress to an engine is completely out off while the engineis forced to, con tinue in operation, without any'other, change-in conventional engine construction, the engine will bedeleteriously afiectcd by the fact that it must work against an excessive vacuum, a further object of my invention is to provide means automatically eflective, whenever the engine is decelerating, not only to cut oil alifuel how to the engine but also to establish a path for flow of exhaust gases to the intake of the engine. For reasons which will appear, I prefer soto arrange-that path that the exhaust gases do not flow through thebody of theintake 2,940,331 Patented June 14, 1960 manifold, but are admitted to the engine at, or very;closei to, the cylinder block intake ports.

A still further object of the invention is to provide;

novel means, responsive to conditions within theengine or responsive to conditions in the drive train between; the engine and a propulsive element, to control the/opera.- tion of a cut off valve in the fuel supply line and of a shut oif valve in the above-mentioned auxiliary flow path.

Still further objects of the invention have to do the provision of means which will render such conditionresponsive means ineffective under certain specific, cone ditions of vehicle operation.

It is a recognized fact that, during normal operation of a conventional internal combustion engine which is, operating under optimum conditions, the. walls of the intake manifold are wetted substantiallyv over. their. entire interior surfaces, with condensed fuel, and that, when the fuel supply to the manfiold is fully or sub: stantially out oif, the wetting film tends to flow to, the bottom of the manifold and to be drawn intov the com; bustion chambers of the engine in the liquid phase. This is objectionable not only because in increases the, rate of discharge of incompletely-oxidized hydrocarbons. from the engine exhaust but also because it makes: for the accumulation of carbon in the combustion chambers and for the seepage of raw fuel. into the engine, crank case; there to dilute the lubricating oil. Furthermore, new fuel, is allowed to enter the engine cylinder, it. tends to flush the lubricant off the cylinder walls, thus permitting deleterious meta -to-metal contact, between the piston rings and the cylinder walls. It is a further objectof-pthe present invention, then, to provide novel means forpreventing the fiow of such raw fuel to the combustion chambers and for withdrawing the same from theengine for discharge to an accumulator or for return to the vehicle fuel tank.

Among the accomplishments of the concepts aboutjto be disclosed are:

(1) It substantially completely prevents the discharge of exhaust gases from the engine to the atmosphere, during periods of deceleration.

(2) As a result of its operation, fuel is saved.

(3) It tends to reduce the accumulation of carbon-in the engine cylinders and to prevent dilution of lubricant in the engine crank case.

(4) It guards against the admission of liquid gasoline, which accumulates on the walls of the conventionahintake manifold, to the engine cylinders where, in conventional engines, it tends to wash the oil film from the cylinder, walls and produce excess wear.

Further objects of the invention will appear, as. the description proceeds.

To the accomplishment of the above andrelateiobjects, my invention may be embodied in the forms illustrated in the accompanying drawings, attentionbeing called to the fact, however, that thedrawings are illustrative only, and that change may be made in the specific constructions illustrated and described, so long as; the scope of theappended claims is not violated.

Fig. 1 is a side elevation of a conventional, internal combustion engine modified in accordancewiththe, present invention;

Fig. 2 is a top plan view of the conventional intake, and exhaust manifolds of the engine of Fig. 1 together with auxiliary manifolds and valve control means for establishing, at times, a flow path from the conventional exhaust manifold to the conventional intake manifold directly engine.

- Fig. 4 is a vertical section, taken substantially on the line 4-4 of Fig. 2 and showing the shut off valve chamber and its connections to the auxiliary intake and exhaust manifolds;

Fig. 5 is a vertical section, drawn to an enlarged scale, and taken substantially on the line 5-5 of Fig. 8;

Fig. 6 is an enlarged, fragmentary detail, showing the operative connection between a motor'means and a'valve-- branches 45, 46-and 47 which are supported in opencommunication with the intake portsof the engine block; and the manifold 44 is formed with three branches 48, '49 and 50 which, respectively, open into the tops of the branches 45, 46 and 47 closely adjacent their respective points of connection to said block ports. This arrangement is most clearly shown in Figs. 2, l6 and 17. Thus, the interior of the'manifold 44 is always in open communication with the interior of the manifold 32.

The. auxiliary exhaust manifold 43 is formed with branches 51 and 52 near one end and with branches 53 and 54 near its opposite end, allof said branches being I in open communication with the conventional exhaust Figis a plan view of a portion of the mechanism illustrated in Fig.9; 7

Fig. 11 is an enlarged sectional view showing a detail of the switching mechanism of Figs. 9 and 10;

" Fig. 12 is a similarly-enlarged transverse section taken substantially on the line 12-12 of Fig. 11;

I Fig. 13 is a perspective view of a conventional accelerator pedal for an automotive vehicle, showing means whereby said pedal may be arranged to actuate a switch in a control circuit;

Fig. 14 is an enlarged sectional view of a fragment of the switch actuating mechanism shown in inactive condition;

1 Fig. 15 is'a view similar to Fig. 14 but showing the mechanism in active condition;

r Fig. 16 is a fragmentary longitudinal section through a branch of an intake manifold showing liquid accumulating means therein;

Fig. 17 is a transverse section through the structure of Fig. 16;

Fig. 18 is a somewhat diagrammatic illustration of means for accumulating fuel entrapped by the structure of Figs. 16 and 17;

Fig. 19 is a wiring diagram showing a circuit embodying the switching mechanism of Figs. 9 to 12; and

Fig. 20 is a diagrammatic illustration of a pneumatic system for controlling the shut ofi valve and cut off valve of Figs. 5 and 7 in response to conditions within an Referring more particularly to the drawings, the reference numeral 30 indicates generally an internal combus- 7 tion engine comprising a conventional cylinder block 31 formed withv a plurality of combustion chambers and 'with passages leading thereto and therefrom and opening through ports in a side wall of the block. The combustion chambers, passages and ports are not shown since they are entirely conventional. provided with a conventional intake manifold 32, a conventional exhaust manifold 33, a carburetor 34 with which is associated a conventionalthrottle valve 97 (Fig. 20), said carburetor being associated with a fuel supply con- The engine is further duit 35 which communicates with the intake manifold 32, and an exhaust conduit 36 leading from the manifold '33 to a conventional mufiler and tail pipe (not shown).

In accordance with conventional practice, the engine with the present invention, I provide a sheave or sprocket drive a flexible shaft 42 which is operatively connected to 'drive a governor 146 for a purpose later to become apparent. V

According to the present invention, I provide an auxiliary exhaust manifold 43 and an auxiliary intake mania fold 44. As is most clearly illustrated in Fig. 2, the conventional intake manifold 32 is formed to provide three I crankshaft 37 drives belt or chain means 38 which, in 1 turn, drives a generator 39 and a fan 40. In accordancemanifold 33.

'In the fuel supply line, at a point between the carburetor 34 (and its throttle valve) and the intake manifold 32, I provide a cut off valve 55 which may take any desired form so longas it is of. such character as to be capable of preventing any fluid flow (even the idling fuel supply) through the conduit 35 to the inlet manifold 32. In the illustrated embodiment of the invention, the valve 55 is shown as a butterfly valve mounted on a stem 56 projecting (through suitable seals, not shown) to. the outside'of the fuel supply line and carryi g, on its projecting portion, an arm or lever 57. a r

erence numeral 58 and comprises a' lower portion 59 which is always in open communication with the aux iliary exhaust manifold 43 (see'Figs. 3 -and 4) and an upper portion 60'. h p

The housing portion 60 is formed to provide a chamber '61 which is always in open communication with the auxiliary intake manifold 44 .(see Fig. 4) and which will preferably be surrounded by a water jacket 62 provided with inlet and outlet spuds 63 and 64 which may be hoseconnected to any source of coolant flow such as, for instance, the coolant-circulating system for the engine 50 (see Fig. 5). The lower wall of the housing portion 60 is formed withv a port registering with theopen mouth of the housing section 59 and surrounded by a valve seat '65 with which cooperates a reciprocatory valve 66 having a stem- 67 projecting (through suitable seals, not shown) to the exterior of the housing 58. When the valve 66 is in the solid line position of Fig. 5, fluid may flow freely between the chamber defined by the housing section 59 and the chamber 61; but when the valve 66 is in its dotted line positionof Fig. 5, all such fluid flow is prevented.

A coiled spring 69 surrounds the projecting portion of the stem 67 and is'confined between the upper wall of the housing 60'and a cap 68 fixed to said stem 67, whereby the valve 66 is normally resiliently held in portclosing engagement with the seat 65. Thus, under normal conditions, the flow passage between the auxiliary exhaust manifold 43 and the auxiliary intake manifold 44-is closed. V Journalled in suitable bearings adjacent the fuel supply 'conduit 35 and the transfer housing 58 is a rock shaft 70 upon which is keyed 'a discoid lever 71 having an eccentric arm 72. Suitably mounted adjacent said lever is motor means which, in the illustrated embodiment of the invention, comprises a solenoid 73 having a reciproca'ble core 74. 'In accordance with conventional practice, the construction of the solenoid 73 is such that the core 74 is resiliently urged toward projected position which position it willoccupy'at 'all times exceptwhen v the winding of the solenoid is energized, whereuponsaid core 74 will be retracted. At its distal" end,'"thc core 74 mounts a link 75 which-is pivotally connected, as at 76, to the arm 72 ofthe lever71. Thus, it will be seen that, when the solenoid-75 is energized, the shaft 70 will be turned'in a clockwise direction. 4

i: Sfiiitablyfixed" tothe shaft 70 is-al lever 77' which,at

' its distal end,-'supports a pair of headed pins-78 which,

.a pulling coil and a holding coil.

in turn, support a bracket 79, springs 80 being sleeved on the pins 78 to provide resilient resistance against canting of'the bracket 79 relative to the lever 77. At its distal end, the bracket. 79 is formed with a slot 81 through which extends a headed pin 82 the lower end of which is pivotally connected, as at 95, to the distal end of the lever 57 (see Fig. 7). Springs 83 and 84 surround the pin 82 above and below the bracket 79 to establish a resilient driving connection between the bracket and the pin. Thus it will be seen that, whenever the solenoid 73 is deenergized, the valve 55 will stand in the open position illustrated in Fig. 7; but when the solenoid 73 is energized, the valve 55 will be shifted into the closed position of Fig. 7 in which it will prevent all fluid flow (including idling fuel flow) therepast toward the intake manifold 32.

Also fixed to the shaft 76 is a cam 85 (see Figs. 2 and 5) which, in the solid line position of Fig. 5, retains the valve 66 in its solid line, open position. The solid line position of the cam 85 corresponds to an energized condition of the solenoid 73, while the dotted line position of said cam in Fig. 5 corresponds to the deenergized condition or" the solenoid. Preferably, a wear plate 86 will be provided on the upper surface of the cap 68 for coaction with the cam 85.

It will be obvious upon inspection that maintenance of the cam in its solid line position of Fig. 5 will require very little power, while the movement of said cam from its dotted line position to its solid line position will require a great deal more power. Consequently, I prefer to use a conventional form of solenoid which includes An electrical connection 37 leads from a binding post 38 of such a solenoid to a terminal post 89 which is carried by a bar 9% of dielectric material. An enlarged head 91 of the terminal post 39 is disposed in the reciprocatory path of the cap 58 which is fured to the valve stem 67. The bar 99 is slidably supported near its opposite ends upon a pair of studs 92, :32 (Pig. 8) which, in turn, are carried by uprights 93, 93 supported, in the illustrated embodimerit of the invention, upon the housing section 69. Coiled springs 94, 94 are sleeved on the studs 92, 92 and resiliently resist upward movement of the bar 90 relative to the uprights 93, 93.

When the cam 35 is in its dotted line position of Fig. 5, the cap 68 is in electrical contact with the head 91 of the terminal post 89 to close a grounding circuit from the terminal 38 or" the solenoid 73 whereby the pulling coil of the solenoid may be energized. However, just before the cam 85 reaches its solid line position of Fig. 5 as it pushes the valve stem 67 downwardly, the terminal post 89 is arrested by engagement of the bar 9% with the uprights 93, 93, and as the cam $5 attains its solid line position of Fig. 5, the cap 53 leaves its engagement with the head 91, thereby breaking the energizing circuit for the pulling coil. The hold coil of the solenoid 73, however, has suihcient power to complete the final movement of the earn 35 and to hold that cam in the solid line position of Fig. 5 until the energizing circuit for the hold coil is broken through means later to be described.

From the above description, it will be apparent that when the solenoid '73 is deenergized, the engine 30 Will operate like any other engine. v hen, however, the solenoid 73 is energized, the rock shaft 7% will be turned to close the valve 55 and to open the valve 66. Thereby, all fuel supply to the engine is cut ofi; and at the same time a how path is established through which gases discharged from the engine combustion chmnoers may flow, past the valve 65, back to the engine intake manifold. Thus, provided the engine is externally driven, gases Will circulate through the engine, the auxiliary exhaust manitold, the transfer chamber 53 and the auxiliary intake manifold back to the combustion chambers of the engine. .Any fuel which may have been present between the valve 55 and the combustion chambers of the enginewill be entrained in that circulating gas flow and will eventual- 1y be ignited and fully oxidized. Because the suction created by the operation of the pistons in thecombustion chambers will be transmitted through the transfer housing 58 to the exhaust manifold 33, little if any gas will tend to flow to the atmosphere through the conduit 36 so long as the valve 66 remains open.

When the solenoid 73 is deenergized, by means later to he described, its core 74 will again be projected to turn the rock shaft 78 in a counter-clockwise direction as viewed in Fig. 6 to return the cam to its dotted line position, whereupon the spring 69 will return the valve 66 to closed condition and lever 77 will return the valve 55 to open condition.

One means for controlling the energizing circuit for the solenoid 73 is illustrated in Figs. 9 to 12. A propeller shaft is indicated generally by the reference numeral 100, said shaft comprising an element of an otherwise conventional train through which the engine 30 is connected to drive, or to be driven by, a propulsive element of an automotive vehicle such as, for instance, one or more of the ground engaging wheels of a ground vehicle. Such a shaft conventionally includes a forward universal joint 191 and a rearward universal joint 102. According to the present invention, the propeller shaft is severed as, for instance, in the plane 1% between the universal joints 191 and 162, to define independent sections 104- and 105. A sleeve 106 is mounted upon the section 104 and is welded thereto, said sleeve terminating, at its end facing the section 1135, as a crown gear provided with teeth 107. A sleeve 138 is mounted to envelop the section and a portion of the section 134, said sleeve 11. 8 being welded to the shaft section 31%. At its end facing the universal joint 1511, tie sleeve 198 terminates in a crown gear having teeth 199 to mesh with the teeth 107. The teeth 107 and the teeth 153 9 are so designed and arranged that, when they are in meshing relation, they provide for a small degree of rotary lost motion between the sleeves 106 and 108. The lost motion between the teeth may be in the range of approximately & inch to approximately Y inch. The limiting factors are the requirement that the degree of lost motion shall be suflicient to permit the accomplishment of the switching function to be described hereinafter and the requirement that the lost motion shall be small enough so that the shock resulting from a reversal of the direction of torque transmitted through the propeller shaft shall not produce an objectionable shock to the vehicle or objectionable attrition to the crown gear teeth.

A collar 110 is mounted on the sleeve'ltlfi in such a manner as to be electrically insulated therefrom, and said collar is formed to define a peripheral groove or channel 111 between peripheral lands 112 and 113 adjacent its opposite ends. Set screws 114 penetrate the lands 112 and the lands 113 to seat against dielectric pads 116 hearing upon the external surface of the sleeve 1%. Three or more of such set screws are provided for each land; and said set screws may be independently adjusted to center the collar 110 accurately upon the sleeve. As is clearly shown in Figs. 11 and 12, the collar 110 is" physically spaced from contact with the sleeve 1% and, since the pads 116 are formed of dielectric material, the collar 110 is electrically insulated from the sleeve 106.

At least one, and in the illustrated embodiment of the invention, two, of the set screws penetrating the land 1 13 are, as clearly shown in the drawings, longer screws 96 provided with heads and flexible contactors 117 are clampingly engaged between said heads 1'15 and the land 113 to project toward the sleeve 108. I

A similar collar 11% formed to provide a similar channel 119 is similarly mounted on the sleeve 108 adjacent its crowned end, through the medium of similar set screws and pads (not shown). Thus the collar 11-8 is concentric with and moves with the sleeve 108 but is electrically insulated therefrom. Two of the screws which mount the collar 118 on the sleeve 108 are formed with heads'120 dike the heads 1 15 and clamp to the collar118 flexible contactors 121 which are arranged 'in' cooperative-association with the contact'ors 117. r r

a value, the switch 145 will be opened.

Some automotive vehicles are provided with a clutch interposed in the drive train between the engine and the yehicle' propulsive element. In such cases, it is desirable 'to renderthe solenoid-73 inoperative at times when the clutch is disengaged; In such vehicles, a further switch j 147 will be connected in series inthe circuit, said switch being normally; closed but having a push button 149 tion; It isdesirable, therefore, to provide means for deenergizing the solenoid upon advancing movement of the acceleratorpedal from any position withinthe range of movement of that pedal.

So long as the engine is driving the vehicle propulsive To that end, a normally closed switch 150 is connected element, the upper faces of the teeth 167, as viewed in in the energizing circuit for the solenoid 73'and is lo- ,Fig. l0,will be held in engagement with the lower faces of cated adjacent 'the conventional accelerator pedal 151 the teeth 109 and the contactors 117 will be held out for the vehicle. Of course, while an accelerator pedal of contact with the 'contactors 121'. When, however, the has been illustrated, it will be understood that any other a vehicle propulsive element tends to drive the engine (as equivalent means for controlling the throttle valve may during deceleraticn'or while the vehicle is running down he represented by the illustrated pedal. In accordance hill) the sleeve 108' will tend to run ahead of the sleeve with conventional practice, the above described circuit is 106 andthe upper surfaces'of the teeth 109 will engage shown to be grounded at 139'.

the lower surfaces of the teeth 107; thus shifting the con- 7 Referring now, to Figs. ,13, 14 and 15, it will be seen tactors 12 1 into electrical contact with the contactors 117. 15 that a.wing or lateral extension 152 is secured to the Thus, the'structure'just' described comprises switching conventional accelerator pedal 151 near the distal-end means effective to close a circuit when the propulsive elethereof as, for'instance, by means of one ormore screws .menttends to drive the engine and to open that circuit 153. A C-bracket' 154 has an upward lateral extension when the engine drives the propulsive element. 155 which, at its distal end, is notched as at 156 for em- Ajmetal strap 122 is anchored at one end'123'to an 20, bracing engagement with a .rod 161 which is pivotally ,element124 of the vehicle frame, but is electrically inconnected, as by a pin 162, withthe push button 163 of ,sulated therefrom; and at its other end, said strap is an-- the normally-closed switch 150, 'The bracket 154 has a chored, through a coiled spring 125, to the opposite lower, lateral extension 157 towhich-is'secur ed a lower, :fr'ameelement 126 through means which electrically in-' rigid plate 158,as by means of one or more screws 170; sulates the spring from the frame element. -An inter-7,25 The 'plate 158 is formed with a centralaperture 160 mediate portion of the strap 122 is received in the channel having a ppy ht 011 the rod A headed Screw t 11' of the collar 110 to make electrical contact therewith; 'fixedlymounted in the plate 158, extends loosely through and an electrical conductor 127 is electrically connected a perforation 169 in the wing 152, the head of said screw tothe strap 122, A similar strap 128is similarly anbeing somewhat larger than said perforation; chored to the'frame member 124 at 12 and, through a An upper, rigid plate 164 is formed with a central {coiled spring 130, is anchored also to the frame member aperture 165 through which the rod 161 passes loosely;

' .126. 'Said strap 128'is received in the channel '119 f and a plurality of screws 166 penetratethe plate 164 and the collar 118 in electrical contact therewith; and an a r bberoid disc 167 sanwiched between the plates 164 electrical'lead131 is electrically connected to the strap :and 158, and enter threaded bores 'in the plate 158, 128. Thus, the lead 127 is always electrically connected '3 whereby the disc 157 ay be squeezed to y desired to' the contactors"117 'and'the' lead-131 is always elecgfeebetWeeh the Plates 164 and The disc 167 i Ytrically connected to the contactors 121 t i formed with a central aperture 168 through which the In Fig. 19 I have diagrammatically illustrated an rod 161 P ss s omewhat less loosely. energizing'circuit for the solenoid 73. As shown,'the lead It Will he Seelllhfit, regardless of the P siti n f th 127 isconnected a sgu -ce of energy, such as the vgbracket 154 With IGSPeCl'. t0 the length Of the I'Od 161, hicle battery 140, while the lead 131 extends to one tera nward or advanciug movement of the distal end of 'm inal of the solenoid 73, The oth t r in l f th the pedal 151 willcause the wing 152 to engage the head solenoid 73 is connected in series with a normally closed f t r w 9 t0 entrain the bracket 154 in that downwitch 141 whi h i provided with a push b tto 142 ward movement. Since the screw 159 is eccentrically which, upon depression, will open the switch-141'. A mounted with respect to the sandwich 158, 164, 167, a selective speed transmission 144 of any conventional 'dOWBWaId force exerted P the Screw 159 ill nd type i l di a'reverse d i iti i o id d ith to cant that sandwich toward the condition illustrated a lever 143 so arranged that, when the transmission con 58- Such anting, Which is limited by the size Jtrol means is moved to set the transmission in reverse the apertures 160 and Will CIOWd e l wer l ftdn've position, the'lever 143 will engage the push button hand g and the pp d edge of the P 142m open the switch 141. 7 tion 168 into frictional'engagement with the rod 161,

Conne ted in serie with th wit h 141 i a f th and further downward movement of the bracket 154 will normally closed switch 145 operatively associated with carry the rod h thhrehy actuating h button thegovernor 146 in sucha' fashion that, when the speed a 1 3 to p the Switch While the frictional p of ,of the engine 30 drops below 'a predetermined minirnumthe h- 1116 r d 161 When the sandwich is in the canted condition of Fig. 15 is sufficiently strong to actuate the button 163, it is not so strong as to interfere with further advancing movement of the distal end of the pedal 151 after the button 163 has beenmoved to its limiting position.

When pressure on the pedal 151 is relaxed to permit the distal end thereof to rise, engagement of the wing 152 with the arm or extension 157 of the bracket 154 It isdesirable that, after a periodof deceleration and interposed inthe path of movement ofthe clutch-disen- 1 gaging pedal-148 so that, upon disengagement of the clutch, the switch 147 will be opened.

immediately tends to raise the lefthand end of thesands 'wich; 'andwhen the sandwich has attained a horizontal position, the base of the, notch 156 will engage the rod 1 161 to prevent canting of the sandwich in the opposite when the vehicle operator desires to feed-power tothe direction- 7 propulsive element of the vehicle, the valve 55 should be p on the rod t0 P the Switch 150 to return instantly and automatically opened and the valve 551 to its normally closed condition; It will be obvious that, should be simultaneously closed. It will be seen from a 50 10118 asthe Sandwich occupies the Positihh of 14, the above description that thesolenoid 73 will sometimes 7 it can move freely with respect to the rod t that, be'energized (as for instance vwhen the vehicle starts i Whenever it occupies the position of Fig. 15, it will fricdown, a sharp grade eventhough the accelerator pedal tionally engag the rod Thlls, While the Sandwich maylcurrently be in some position otherthan idling posit: willtmove freely with respect to the rod during upward Thus, the disc 167 is caused to release its movement of the distal end of the pedal 151 anywhere Within the range of pedal movement, downward movement of the pedal, from any position within its range, will entrain the rod 161 to actuate the button 163 to open the switch 150. A similar device may, of course, be mterposed between the clutch pedal 148 and the push button 149 of its switch 147 and/or between the lever 143 and the push button 142 of its switch 141.

It will now be apparent that, assuming that the vehicle is in motion with the engine 30 driving the propulsive element to move the vehicle forward, the switches 141 145, 147 and 15 will be closed, but the energizing circuit for the solenoid 73 will be open between the contactors 1'17 and 121. If, now, conditions are so changed that the propulsive element begins to drive the engine, either as a result of closure or partial closure of the throttle valve or as the result of gravitational acceleration of the vehicle, the propeller shaft section 195 will tend to run ahead of the propeller shaft section 164 and the contactors 121 will move into electrical contact with the contactors 117. Thus, the energizing circuit for the solenoid 73 will be closed, the core 74 will be retracted and the rock shaft 79 will be turned in a clockwise direction, as viewed in Fig. 5, to open the shut ofi valve 66 and to close the cut off valve 55. Circulation of waste gases through the engine, as above described, will thus be established while the flow of fresh fuel to the engine will be cut 011; and this condition will be maintained for as long as the propulsive element continues to drive the engine or until engine speed drops below a predetermined minimum.

It is desirable, of course, to reinitiate the supply of fuel to the engine whenever engine speed approaches the idling value in order to guard against stalling at very slow vehicle speeds. Therefore, the switch 145 is so set that, whenever engine velocity is below that corresponding to ten to fifteen miles per hour, the governor 146 will open the switch 145 to prevent or to interrupt energization of the solenoid 73. Promptly upon deenergization of that solenoid, of course, the valve 66 will be closed and the valve 55 will be opened to restore the engine to normal operating condition.

Similarly, it is desirable to restore the engine to normal operating condition in case a clutch in the drive train is disengaged, since the above-described circulation of gases through the engine is dependent upon the engine being driven from the vehicle propulsive element. Therefore, the switch 14-7 is so arranged as to be opened upon the initiation of clutch-releasing movement of the pedal 148. As soon as that pedal begins to move, the switch 147 will be opened to deenergize the solenoid 73 whereby the valve 55 will be opened and the valve 66 will be closed.

It will be apparent that, if the propeller shaft 100 is driven by the engine in a reverse direction, the contactors 117 and 121 will be moved into engagement with each other. Thus, it is essential that the energizing circuit for the solenoid 73 be broken somewhere else whenever the propeller shaft is about to be driven in a reverse direction; and that is accomplished by the provision of the switch 141 which will be opened by the lever 143 whenever the transmission is moved into its reverse drive position.

In Fig. 20, I have illustrated another means for controlling the actuation of the valves 55 and 66. It is well understood in the art that the degree of vacuum existing is a minimum when the throttle valve is wide open andengine velocity is low. 011 the average, it may be said that such vacuum will vary between a minimum of one or two inches of mercury and a maximum of twenty-five to twenty-six inches.

In the system of Fig. 20, I provide a housing 175 in which is positioned a flexible diaphragm 176 which constitutes the movable wall of a variable volume chamber 177. A line or conduit 178 provides communication between the chamber 177 and the intake manifold 32 or some point in the fuel supply line 35 between said manifold and the throttle valve. A normally open valve 179, having an operating handle 180, is connected in the line 17 8 to control fluid flow therethrough.

A tank or reservoir 181 is connected, by a line 182, with the line 178 at a point between the chamber 177' and the valve 179. The interior of the tank 181 is connected by a line 183, which the manifold 32 or the fuel dominated by a check valve 184 which will permit fluid to flow from the tank through the line 183 but will prevent fluid flow to the tank 181 through the line 183.

A rod or cable is operatively connected to thecliaphragm 176 and is arranged to control the valves 55 and 66, either by mechanical connection to the lever arm- 72, for instance, or by connection to a normally open switch in an energizing circuit for the solenoid 73. The arrangement is such that, when the diaphragm 176 is; in its illustrated position, the valve 55 will be open and; the valve 66 will be closed, and when the diaphragm 176 is fiexed toward the left, by the establishment of a highdegree of vacuum in the chamber 177, the valve 55 will be closed and the valve 66 will be open. The diaphragm is so calibrated that it will remain in its illustrated position so long as the degree of vacuum in the intake manifold 32 is less than a predetermined value, such as, for instance, twenty inches of mercury, but will be flexed to the left to close the valve 55 and open the valve 66 whenever the degree of vacuum in the manifold 32 rises to a value above such predetermined value.

Thus, assuming that the Vehicle is operating on a level road at, for instance, forty miles an hour with the throttle valve. open only far enough to maintain that vehicle velocity, if the throttle valve is moved toward idling position, so that the wheels of the vehicle begin to drive the engine, the degree of vacuum in the intake manifold 32 will immediately rise to a value above such predetermined value and the diaphragm 176 will be flexed to the left to close the valve 55 and open the valve 66. When those valves are so moved, however, the'high degree of vacuum in the intake manifold will promptly be lost, because opening of the valve 66 establishes a high-capacity flow path to the intake manifold from the exhaust manifold. Therefore, in order to maintain desired conditions, it is necessary to isolate the chamber 177 from the intake manifold when the valve 55 is closed.

To that end, a housing 186 mounts a flexible diaphragm- 187 which constitutes the movable wall of a second variable volume chamber 188. A rod or cable 189 operatively connects the diaphragm 8-9 of the valve 179 in the line 173. Evacuation of the.

chamber 188 will flex the diaphragm 137 to the left to close the valve 179, thereby cutting off the chamber 177 from the manifold 32 and leaving the chamber 177 under 187 to the operating handlethe domination of pressure conditions in the tank or" reservoir 181.

To control the diaphragm 187, a bleed line 190, having a flow capacity substantially less thanthat of the lines 178, 182 and 183, connects the interior of the tank 181 with a line 193 in open communication with the chamber openthe valve 66,'the1valve-191 is'also openedyand,

assuming that other conditions are favorable, the chamber 188 will be evacuated to flex the diaphragm 187 to the leftto closethe-valve 179, thereby maintaininga high 1 degree of vacuumin the chamber 177 in spite of the loss of vacuum in the manifold 32.

As in the previously described embodiment of the invention, it is desirable that advancing the accelerator pedal in a speed increasing direction, or disengaging any clutch in the drive "train between'the engine and the vehicle propulsive elemennor permitting engine speed to drop below a'predetermined minimum, or shifting the transmission-to reverse drive position shall render the mechanism ineffective'to cause the valve 55 to be in closed condition and the 'valve 66 to be in open condition. As is clearly shown in 'Fig. 20, the line 193 communicates with a manifold 194 provided with a plurality of branches. Branch 195 leads to a valve196 whichis normally closed but which will be opened to the atmosphere whenever the transmission isshifted to reverse drive position. Thus, when the valve 196 is opened, the chamber 188 will 'be 194, the branch 195 and. the valve'196, the diaphragm 187 will return to, its illustrated position to open the valve 179, and'the chamber 177 will thereby be returned .toxa condition in which it is dominated by the vacuum conditions currently obtaining in the manifold 32. Thus, the

lvalve 55 will be opened and the valve 66 will be closed.

fuelandthan'duringperiods of deceleration when fuel being suppliedto the manifold at a substantially reduced rate,- that -film of liquid tends to flow to the bottom of themanifold and its branches, to collect in pools and to be drawn, in liquid state, into the engine cylinders; For numerous reasons,'that action is undesirable even in wholly conventional engines, and it would be even'more undesirable in an engine modified in accordance with theipresent invention in which it is intended that combustion in the engine cylinders shall be completely discontinuedduring periods when the valve 55 is closed and opened'to atmosphere through the line 193, the manifold which is adapted tc rcornrnunicate with the engine block port. Raw fuel which, as described above, tends to collect in the bottomof each branch during periods of engine deceleration, will be blocked by ,such baffles and held 7 against injection into the engine} Because, during such Similarly,a branch 197'leads from the manifold 194 to a normally closed valve'198 which is dominated by the governor 146 and which will beopened to atmosphere by.

that governor whenever engine speed is below a predeter mined value;

. A branch 199 runs'froin the manifold 194.to'a normally closed valve 200 which will be opened-to atmosphere upon the initiation of movement of the clutch pedal 148 toward clutch-releasing position. A branch 201 runs from the manifold to a normally closed valve 202 which will be opened by movement of the accelerator pedal 151, from a any position within its range of movement, in an engine speed-increasing direction. The mechanism of Figs; 13, 14 and 15 may, of course, be used between any one'of the above-enumeratedcontrol devices and its associatedlvalve actuator. V

. Thus, it will-be seen that the control system of Fig. 20 will accomplish, in'response to variations in the degree of .vacuum ,at the engine intake manifold 32, the same functions which are accomplished by the system heretofore described, including the switching device 117, 121,

' and-that the system of Fig. 20 will be rendered ineffective to prevent fuel flow to the engine and to establish or maintain a fluid flow path between the exhaust and intake manifolds, when the engine speed is below a predetermined minimum, when the vehicle transmission is set in reverse drive position, when a clutch in the driving train is released or when the speed-controlling element for the engine is moved in a speed-increasing direction. It will also be recognized that the specific means whereby the flexible diaphragm 176 is caused to control the positions of the valves and 66 is of insubstantial importance, so long as that means is capable of causing; the valve 55 to be closed and the valve 66 to be opened whenever the diaphragm 176 is ticked to'the left and causing the valve 55 to be opened and the valve 66 to be closed whenever the diaphragln 176 is in its illustrated'position. Any one of anumber of other expedients under the control of the diaphragm may be provided for shifting the valves 55 and 66. his, however, essential that the valve-dominating-means shall be of such character that whenever 7 either of the valves 55. and 66 is opened, the other willbe closed. V v

As has been pointedjout hereinabove, it is an accepted fact that, during normal operation of an internal cornbustion engine at optimum temperatures, the walls of the intake manifold'are rather uniformly filmed with liquid periods of deceleration, fluid, flow through the' body of the intake manifold 321s substantially cut off bythe valve 55 while gas flows through each of the manifold branches from theauxiliary intake manifold 44, entering the conventional ,manifoldbranches'from the top, the particular location of the baffles 210 militates against'evaporation and entrainment of liquid caught behind the baflies, by the gas stream entering the branch '46, for instance, from the branch49. U M

, Because of the location of the branches 48, 49 and 50 relative to the branches 45, 46 and 47 of the intake manifold 32, the exhaust gases do not flow through the body of the manifold 32 and therefore do not have any kinetic tendency to sweep the fuel film'from the walls of the manifold body. As a consequence, that film is,

to alarge extent, retained so that, when the valves 55 and 66 are returned to normal or operating positions, the

- engine will take up its operating burden without the stumbling or hesitation which would occur if the intake manifold walls had been swept dry during, the periodof deceleration.

use of a simple, segment-shaped bafile', I prefer to use, instead, a bafile ofthe character shown, including the lateral horns 208 and 209 which follow the contours of the sidewalls-of the'bran'ch 46, for instance,and which are relatively narrow in their dimensions normal to those walls, but which terminate short of the'mouth of the branch 49, as shown in Fig. 17. Such horns tend toblock quasi capillary flow of liquid along the. side wallsof the.

branch; and yet, because the horns are relatively narrow and particularly because the baflle is located in substantial .registrywith thebranch 49 which thereby provides a flow path "around the baifie for vapors, the horned baifle does not substantially impede the normal flow of vaporous fuel during periods of normaloperation of the engine. f In order further to guard againstdelivery of raw fuel to the engineduring periods of deceleration, I prefer to for-ma-bore 2l l {into each branch 45, 46 and 47,'substantially tangential with'the bottom of the branch, as'

is. most clearly illustrated in Fig. 17, and to mount one end of a tube 212, 213 or 214.in each such bore,whereby liquid trapped behinde'achbafile will be drained from the manifold branch. Preferably, as is shown in- Fig. 18, the three tubes 212, 2'13 and 214 will join 'ina'sedimentation bulb 215 from which a tube 216.1eads, through a check valve 217,-to a point of collection. In some instances, it may be desirable; to collect liquid fuel in a While substantial results can be achieved through the separate reservoir (not shown); but I presently believe that such fuel may eifectively be returned to the main fuel tank of the vehicle, there to be mixed with fresh fuel and to enter into the normal fuel supply system for the engine.

While the invention has been illustrated in connection with a conventional internal combustion engine of the type which includes a carburetor, it will be readily appreciated that, with minor modifications, it can be adapted for use in gasoline engines having fuel injection systems, in diesel engines or in other types of engines in which a motive fluid is fed to the engine at a controlled rate and in which spent gases are exhausted from the engine. All of the advantages of the invention, as described above, are attained when it is used with any form of engine in which a fluid fuel is burned and residual fluids are discharged from the engine after giving up energy. In any engine utilizing fluid fuel, there sometimes arise conditions unfavorable to complete combustion of the fuel, and those conditions are always most virulent during periods of deceleration and/ or when the vehicle propulsive element tends to drive the engine. As will be apparent from the above disclosure, the present invention provides for a complete cut off of fuel supply under those circumstances and for circulation of spent gases through the engine during the period while the fuel supply is cut ofi. As a result of the complete fuel cut oif, the production of imperfectlycxidized exhaust gases during those periods is substantially prevented, and as a result of the circulation of spent gases, some of the partially-oxidized substances will be fully oxidized so that, when the engine is returned to normal operation by closing the valve 66 and opening the valve 55, there will be no spurt of noxious gases to the atmosphere.

Of course, during periods when the valve 55 is closed and the valve 66 is open, there will be substantially no discharge of gases of any kind to the atmosphere.

Additionally, since the device of the present invention completely cuts off fuel supply during periods of deceleration, and since that action is automatic, total fuel consumption over a given mileage will be, at least to some extent, reduced.

Furthermore, the complete cut off of fuel supply during periods of deceleration, particularly when coupled with the manifold-drainage system of Figs. l6, l7 and 18, will substantially prevent the inspiration of raw fuel to the engine. It is well recognized that anything which will prevent that action will tend to prevent the accumulation of carbon in the engine cylinders and to prevent the dilution of lubricant in the engine crank case.

I claim:

1. In combination with an engine for driving an automotive vehicle, said engine including a rotor connected to drive, or to be driven by, a propulsive element of the vehicle, means for supplying motive fluid to said engine, including manipulable means for varying the rate of supply of such fluid, and means for conducting spent gases away from said engine to exhaust; valve means operable, when closed, to prevent the flow of any motive fluid to said engine, conduit means connected with said means for conducting spent gases and connected with said means for supplying motive fluid at a point between said valve means and said engine, a valve in said conduit means to control flow therethrough, said valve being biased to closed position to prevent any fluid flow through said conduit means, and means automatically actuated, regardless of the current static position of said manipulable means, when said propulsive element acts to drive said rotor, to close said valve means and to open said valve.

2. In combination with an engine for driving an automotive vehicle, said engine including a rotor connected to drive, or to be driven by, a propulsive element of the vehicle, means for supplying motive fluid to said engine, and means for conducting spent gases away from said engine to exhaust; valve means operable, when closed,

to prevent the flow of any motive fluid to said engine, conduit means connected with said means for conducting spent gases and connected with said means for supplying motive fluid at a point between said valve means and said engine, a valve in said conduit means to control flow therethrough, said valve being biased to closed position to prevent any fluid flow through said conduit means, means automatically actuated when said propulsive element acts to drive said rotor, to close said valve means and to open said valve, transmission means connected between said rotor and said propulsive element, said transmission means including a reverse drive position, and means acting Whenever said transmission means is in reverse drive position to render said automatically-actuated means ineffective.

3. In combination with an engine for driving an auto motive vehicle, said engine including a rotor connected to drive, or to be driven by, a propulsive element of the vehicle, means for supplying motive fluid to said engine, and means for conducting spent gases away from said engine to exhaust; valve means operable, when closed, to prevent the flow of any motivefluid to said engine, conduit means connected with said means for conducting spent gases and connected with said means for supplying motive fluid at a point between said valve means and said engine, a valve in said conduit means to control flow therethrough, said valve being biased to closed position to prevent any fluid flow through said conduit means,

means automatically actuated when said propulsive element acts to drive said rotor, to close said valve means and to open said valve, an accelerator member movable between an idling position and an advanced position to control the rate of supply of motive fluid to said engine, and means operated by movement of said accelerator member, from any position within its range of movement toward a more advanced position, to render said automatically-actuated means ineffective.

4. In combination with an engine for driving an automotive vehicle, said engine including a rotor connected to drive, or to be driven by, a propulsive element of the vehicle, means for supplying motive fluid to said engine, and means for conducting spent gases away from said engine to exhaust; valve means operable, when closed, to prevent the flow of any motive fluid to said engine, conduit means connected with said means for conducting spent gases and connected with said means for supplying motive fluid at a point between said valve means and said engine, a valve in said conduit means to control flow therethrough, said valve being biased to closed position to prevent any fluid flow through said conduit means, means automatically actuated when said propulsive element acts to drive said rotor, to close said valve means and to open said valve, a clutch interposed between said rotor and said propulsive element, a lever operatively connected to release said clutch, and means operated by movement of said lever in a clutch-reieasing direction to render said automatically-actuated means ineifective.

5. In combination with an internal combustion engine for drivingan automotive road vell'cle, said engine ineluding a rotor connected to drive, or to be driven by, a road-engaging wheel of the vehicle, said engine including a fuel-mixing device, means for supplying fuel to said device, including manipulable means for varying the rate of fuelsupply, an intake manifold connected to receive fuel from said' device, and an exhaust manifold, valve means interposed between said device and said intake manifold and eifective, when closed, to prevent all fluid flow from said device to said intake manifold, conduit means connected with said intake manifold on the downstream side of said valve means and connected, as well, with said exhaust manifold, a valve in said conduit means and effective, when closed, to prevent all fluid flow through said conduit means, said valve being biased to closed position, and meansautomatically, actuated, regardless of the current static position of said manipulable means,

spanner when said vehicle wheel acts to drive said rotor, to close said valve means and to open said valve.

6. In combination with an internal combustion engine 7 for driving an automotive road Vehicle, s aid'engine'inmanifold, a valve in said conduit means and effective,

when closed, to prevent fluid flow through said conduit' means, said valve being biased; to closed position, means automatically actuated when said vehicle wheel acts to drive said rotor, to close said valve means and toopen said valve, transmission means interposed between said rotor and said vehicle wheel, said transmission means including a reverse drive position, and means acting when ever said transmission meansis in reverse drive position to render said automatically-actuated means ineffective. f. 7.' In combination with an internal combustion engine for driving an automotive road vehicle, said engine including a rotor connected to drive, or' to be driven "by,

a road-engaging wheel of the vehicle, said engineincludinga fuel-mixing device, means for supplyingjfuel to said device, an intake manifold connectedto receive fuel from said'device, and an exhaust manifold valve means interposed betwe'en said device and said intake manifold and effective, when closed, to prevent all fluid flow 'from'said device to said intake manifold, conduit means; connected with saidintake manifold on the downstream side of said for supplying motive fluid to said engine, means for conducting spent gases away from said engine to exhaust, valve means operable, when closed, to prevent the flow of any motive fluid to said engine, conduit means connected with said means for conducting spent gases and connected with said fluid "supplying means at a point between said valve means and said engine, a valve in said conduit'rneans, said valve being biased to closed position to prevent fluid flow through said conduit means, electric motor means operatively connected with said valve means and with said valve and effective, when energized, to close said valve means and to open said valve, thereby preventing the flow of any motive fluid to said engine and establishing a closed path for the flow of spent gases through said engine, an energizing circuit for said electric motor means, means providing a driving connection between said engine and a ground-engaging wheel of said vehicle, including propeller shaft means, said' propeller shaft means including substantially aligned elements operatively connected for limited rotary'lost-motion therebetween, and switch; means connected in said energizing circuit including 4 separable members carriedby said aligned elements, respectively, and proportioned and arranged for mutualrengagement to close said energizing valve means and connected, as well, with said exhaust manifold, a valve in said conduit means; and effective,

when closed,to prevent fluid flow through said conduit means, said valve being biased to closed position, means automatically actuated when said vehicle Wheel acts" to drive said rotor, to close said-valve means and to open circuit-whenever saidvehicle'wheel tends. to overrun said engine and for separation to open said energizing circuit whenever-said engine tends todrive said vehicle wheel.

, 10.,1n combination with aninternal combustion engineifor driving a rotary, element, said engine including a rotor connected to drive, or to be driven by, said element, an intake manifold, jaconduit connected to supply fuel to said intake manifold, a throttle valve in said conduit, and an exhaust manifold; a cut-ofi valve in said conduit between said throttle valve and said intake manifold, saidcut-ofl valvebeing biased to open position, conduit means connected with said exhaust manifold and with said intake manifold, aishut-ofl valve in said conduit means, said shut-01f valve being biasedto closed position and effective, when in open position, to establish a flow path for spent gases fromv said exhaust manifold to said intake; manifold, amember operable, upon actuation,

said valve, a throttle valve controlling fuel flow from said device toward said intake manifold, an accelerator member operatively connected to said throttle valve and movable between an idling position and an advanced position, and means operated by movement of said accelerator member, from any position in its range of movement toward a more advanced position, to render said automatically-actuated means ineffective, the connection of said conduit means with said intake manifold being immediately adjacent the region of connection of said intake manifold with said engine. e

8. In combination with an internal combustion engine for driving an automotive road vehicle, said engine including a rotor connected to drive, or to be driven by, a road-engaging wheel of the vehicle, said engine includ- 'ing a fuel-mixing device, means for supplying fuel to said device, an intake manifold connected to receive fuel from said device,1and an exhaust manifold, valve means interposed betweensaid deviceand said intake manifold and effective, when closed, toprevent all fluid flow from said device to said intake manifold, conduit means connected with said intake manifold on the'downstream side release said clutch, and means operated byimoveinent of saidrlever in a' clutch-releasing direction to render said automatically-actuated means ineffective." 4

9. In an automotive road vehicle, an engine, means to close said cut-off valve and to open said shut-off valve, means providing a variable-volume chamber having a movable wall, duct means providing a connection between the interior of said chamber and said; conduit on the downstream side of said throttle valve, and means providing an operative connection between said movable wall and said member to actuate said member upon movement of said wall under the influence of a predetermined degree of vacuum in said chamber.

11. In combination with an internal combustion engine for driving a rotary element, said engine including a rotor connected to drive, or to be driven by, said element, an intake manifold, a conduit connected to supply fuel to said intake manifold, a throttle valve in said conduit, and an exhaust manifold; a cut-ofi valve in said conduit between said throttle valve and said intake manifold, said cut-off valve being biased to open position,

a conduit means connected with said'exhaust'manifold and with said intake manifold, a shut-ofivalve in said conduit means, said shut off valve being biased to closed position and effective, when in open position, to establish a flow path for spent gases frorn said exhaust manifold to saidint ake manifold, a-member operable, upon actuation, to close'said cut-olfvalve and to opensaid shut-off I valve, means providing a variable-volume'chamber havsing a movable wall, i-duct' m eans providing a connection between the interior of said chamber and said conduit on the downstream side of said throttle valve, a first valve controlling fluid flowv through said duct means, a reservoir, means for maintaining the interior of said reservoir evacuated, means providing constantly-open communication between the interiors of said chamber and said reserveir, a second variable-volume chamber having a movable wall, means operatively connecting, said last-named wall to closesaid first valve upon movement of said lastnamed wall under the influence of a predetermined degree of vacuum in said second chamber, a bleed line connecting said reservoir with said second chamber, a second valve controlling fluid flow through said bleed line, means providing an operative connection between said firstnamed movable wall and said member to actuate said member upon movement of said first-named wall under the influence of a predetermined degree of vacuum in said first-named chamber, and means providing an operative connection between said first-named wall and said second valve to open said second valve upon such movement of said first-named wall.

12. The combination of claim 11 including means responsive to engine velocity and acting to open said second chamber to atmosphere whenever such engine velocity is less than a predetermined value.

13. The combination of claim 11 including a selectively-speed transmission interposed between said rotor and said rotary element, said transmission having a reverse drive position, and means acting whenever said transmission is in reverse drive position to open said second chamber to atmosphere.

14. The combination of claim 11 including an accelerator connected to operate said throttle" valve and movable between an idling position and an advanced position, and means operated by movement of said accelerator toward advanced position to open said second chamber to atmosphere.

15. The combination of claim 11 including a clutch interposed between said rotor and said rotary element, a lever aetuable to release said clutch, and means operable by actuation of said lever to open said second chamber to atmosphere.

16, The combination of claim ll in which said means for maintaining the interior of said reservoir evacuated comprises conduit means connected with the interior of said reservoir and connected with said intake manifold, and a one-way valve in said last-named conduit means preventing fluid flow therethrough into said reservoir but permitting fluid flow therethrough out of said reservoir.

i7. In an automotive ground vehicle having an internal combustion engine, ground engaging drive wheels and means providing a two-way driving connection between said engine and said wheels, said engine having fuel intake means, inlet conduit means for supplying fuel to said fuel intake means, means manipulable to control the rate of flow of fuel through said inlet conduit means, outlet conduit means for conducting spent gases from said engine, and means, rendered effective, regardless of the current position of said flow rate controlling means, when said wheels tend to drive said engine, to cut off the supply of fuel to said fuel intake means and simultaneously to open a flow path for spent gases from said outlet conduit means to said fuel intake means.

18. In an automotive ground vehicle having an internal combustion engine, ground engaging drive wheels and means providing a two-way driving connection between said engine and said wheels, said engine having fuel intake means, inlet conduit means for supplying fuel to said fuel intake means, means manipulable to control the rate of flow of fuel through said inlet conduit means, outlet conduit means for conducting spent gases from said engine, a cut-off valve in said inlet conduit means, auxiliary conduit means connected with said outlet conduit means and connected with said inlet conduit means between said cut-off valve and said fuel intake means, a shut-off valve in said auxiliary conduit means, common means so operatively associated with said valves that when either valve is open the other will be closed, and means, rendered active, regardless of the current position of said how rate controlling means, when said wheels tend to drive said engine, to actuate said common means to close said cut-ofl valve and open said shut-off valve.

19. In an automotive ground vehicle having an internal combustion engine, ground engaging drive wheels and means providing a two-way driving connection be tween said engine and said wheels, said engine having fuel intake means, inlet conduit means for supplying fuel to said fuel intake means, outlet conduit means for conduct in'g spent gases from said engine, a cut-off valve in said inlet conduit means, auxiliary conduit means connected with said outlet conduit means and connected with said inlet conduit means between said cut-ofi valve and said fuel intake means, a shut-off valve in said auxiliary eonduit means, common means so operatively associated with said valves that when either valve is" open the other will be closed, electric motor means operatively connected to said common means and effective, when energiied, to actuate said common means to close said cut-oifvalve and open said shut-off valve, an energizing circuit for saidmotor means includingia switch, and means actuated when said wheels tend to drive said engineto close said switch.

20. The combination of claim 19 in which said means providing a driving. connection between said enginc and said wheels includes a pair of coaxial elements and a lostmotion connection between said coaxial elements, said switch comprisingv afirst contactor moving with one of said elements and a, second contactor moving with the other of said elements, said contactors being separated when said engine tends to drive said wheels and being in mutual engagement when said wheels tend to drive said engine.

21. The combination of claim 19 including further switch means connected in said circuit in series with sa d first-named switch, a transmission having a reverse drive position interposed in said driving connection and effective, when in reverse position, to open said further switch means, an accelerator lever effective, when moved in a speed-increasing direction, 'to open said further switch means, and means responsive to engine speed and effective, whenever current engine speed is less than a predetermined value, to open said further switch means,

22. In an automotive ground vehicle having an internal combustion engine, ground engaging drive wheels and means providing a two-way driving connection between said engine and said wheels, said engine having an intake manifold and an exhaust manifold, inlet conduit means for supplying fuel to said intake manifold, a throttle valve in said inlet conduit means, auxiliary conduit means connected with said exhaust manifold and with said intake manifold, a shut-off valve in said auxiliary conduit means, a cut-off valve in said inlet conduit means between said throttle valve and said intake manifold, common means so operatively associated with said shut-off valve and said cut-off valve that when either of said valves is open the other will be closed, and means responsive to the degree of vacuum at said intake manifold to actuate said common means to close said cut-off valve and open said shut-off valve when such degree of vacuum exceeds a predetermined value.

23. The combination of claim 22 including a transmission having a reverse drive position interposed in said driving connection and acting, when in reverse position, to render sad vacuum-responsive means ineffective, an accelerator lever connected to control said throttle valve and acting, when moved in a speed-increasing direction, to render said vacuum-responsive means ineffective, and means responsive to engine speed and acting, whenever current engine speed is less than a predetermined value, to render said vacuum-responsive means ineffective.

24. in an internal combustion engine having an intake manifold, an exhaust manifold, a fuel mixing device, conduit means for supplying fuel from said fuel mixing device to said intake manifold, and a throttle valve in said conduit means, a cut-off valve rockably mounted in said conduit means between said throttle valve and said intake manifold, a stem operably fixed to said cutoff valve and extending outside said conduit means, crank 1'9 means fixedato said stem, a rock shaft journalled near said stem; a chamber having a ported partition therein,

partition, a valve seat formed on said partition about said port, a reciprocatory valve associated with said seat to -control fluid flow through said port, spring means resiliently holding said reciprocatory valve in' closing a relation to said'seat, a stem for said reciprocatory'valve extendingyoutside said chamber, cam means'carried by said'roclc' shaft for cooperative engagement with said reciprocatory fvalvestem, a solenoid having a core and awinding, an energizing circuit for said winding, and means 'operatively connecting said core to rock said rock shaft in one direction, upon energization of said winding, t'oclose'said cut-off valve and .to move said reciprocatory valve off its seat,'and to rock said rock shaft in the opposite direction upon deenergization of said winding.

;25. In an internal combustion engine having a cylin den block formed with a plurality of cylinders and with externally-opening ports communicating with said cylinders, an intake manifoldhaving branches connected with said ports, conduit'means for conducting fuel to said in- 20 take manifold,- acuteoff Valve in said conduit means, and a baffledispose'd in eachof said bran'ches, each-bafiie being inclined upwardly and away from the- 'point of connection of its 'branchwiththe 'associatedport and being in fluid-sealing engagement with the bottom and with the side walls of its branch to trap liquid flowing towardthe associated port. i

:26. The combination of claim 25 including an exhaust manifold, auxiliary conduit means providing, at times, open communication between said exhaust manifold and said intake manifold branches, said auxiliary conduit References Cited in the file of this patent UNITED STATES PATENTS Doering a Aug. 22, 1933 McKinley 'Apr. 10, 1956 wk? tra 

